EP4212401A1 - Plateforme de véhicule, système de conduite autonome et boîtier d'interface de commande de véhicule - Google Patents

Plateforme de véhicule, système de conduite autonome et boîtier d'interface de commande de véhicule Download PDF

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Publication number
EP4212401A1
EP4212401A1 EP22197635.0A EP22197635A EP4212401A1 EP 4212401 A1 EP4212401 A1 EP 4212401A1 EP 22197635 A EP22197635 A EP 22197635A EP 4212401 A1 EP4212401 A1 EP 4212401A1
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EP
European Patent Office
Prior art keywords
mode
vehicle
autonomous
status
request
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
EP22197635.0A
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German (de)
English (en)
Inventor
Eisuke Ando
Toshikazu Hioki
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/005—Handover processes
    • B60W60/0059—Estimation of the risk associated with autonomous or manual driving, e.g. situation too complex, sensor failure or driver incapacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/005—Handover processes
    • B60W60/0051—Handover processes from occupants to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/005—Handover processes
    • B60W60/0053—Handover processes from vehicle to occupant

Definitions

  • the present disclosure relates to a vehicle platform configured such that an autonomous driving system is mountable thereon, an autonomous driving system configured as being mountable on a vehicle platform, and a vehicle control interface box that interfaces between a vehicle platform and an autonomous driving system mounted on the vehicle platform.
  • Japanese Patent Laying-Open No. 2018-132015 discloses an autonomous driving system that controls autonomous driving of a vehicle in a centralized manner.
  • This autonomous driving system includes a camera, a laser apparatus, a radar apparatus, an operation apparatus, a gradient sensor, an autonomous driving device, and an autonomous driving electronic control unit (ECU).
  • ECU autonomous driving electronic control unit
  • the autonomous driving system may externally be attached to a vehicle main body.
  • autonomous driving is realized by control of a vehicle by a vehicle platform (which will be described later) in accordance with a command from the autonomous driving system.
  • the vehicle platform may include a manual mode in which it is under the control by a driver and an autonomous mode in which it is under the control by the autonomous driving system. There is a demand for appropriate switching between the manual mode and the autonomous mode.
  • the present disclosure was made to solve the above problem, and an object of the present disclosure is to appropriately switch between a manual mode and an autonomous mode in a vehicle platform on which an autonomous driving system is mountable.
  • FIG. 1 is a diagram showing overview of a vehicle according to an embodiment of the present disclosure.
  • a vehicle 1 includes an autonomous driving kit (ADK) 10 and a vehicle platform (VP) 20.
  • ADK 10 is configured as being attachable to VP 20 (mountable on vehicle 1).
  • ADK 10 and VP 20 are configured to communicate with each other through a vehicle control interface (a VCIB 40 which will be described later).
  • VP 20 can carry out autonomous driving in accordance with control requests from ADK 10. Though Fig. 1 shows ADK 10 at a position distant from VP 20, ADK 10 is actually attached to a rooftop or the like of VP 20. ADK 10 can also be removed from VP 20. While ADK 10 is not attached, VP 20 carries out travel control (travel control in accordance with an operation by a user) in a manual mode.
  • travel control travel control in accordance with an operation by a user
  • ADK 10 includes an autonomous driving system (ADS) 11 for autonomous driving of vehicle 1.
  • ADS 11 creates a driving plan of vehicle 1.
  • ADS 11 outputs various control requests for travel of vehicle 1 in accordance with the driving plan to VP 20 in accordance with an application program interface (API) defined for each control request.
  • API application program interface
  • ADS 11 receives various signals indicating vehicle statuses (statuses of VP 20) from VP 20 in accordance with the API defined for each signal. Then, ADS 11 has the vehicle status reflected on the driving plan.
  • a detailed configuration of ADS 11 will be described with reference to Fig. 2 .
  • VP 20 includes a base vehicle 30 and a vehicle control interface box (VCIB) 40.
  • VCIB vehicle control interface box
  • Base vehicle 30 carries out various types of vehicle control in accordance with a control request from ADK 10 (ADS 11).
  • Base vehicle 30 includes various systems and various sensors for controlling base vehicle 30. More specifically, base vehicle 30 includes an integrated control manager 31, a brake system 32, a steering system 33, a powertrain system 34, an active safety system 35, a body system 36, wheel speed sensors 51 and 52, a pinion angle sensor 53, a camera 54, and radar sensors 55 and 56.
  • Integrated control manager 31 includes a processor and a memory, and integrally controls the systems (brake system 32, steering system 33, powertrain system 34, active safety system 35, and body system 36) involved with operations of vehicle 1.
  • Brake system 32 is configured to control a braking apparatus provided in each wheel of base vehicle 30.
  • the braking apparatus includes, for example, a disc brake system (not shown) that is operated with a hydraulic pressure regulated by an actuator.
  • Wheel speed sensors 51 and 52 are connected to brake system 32.
  • Wheel speed sensor 51 detects a rotation speed of a front wheel of base vehicle 30 and outputs the detected rotation speed of the front wheel to brake system 32.
  • Wheel speed sensor 52 detects a rotation speed of a rear wheel of base vehicle 30 and outputs the detected rotation speed of the rear wheel to brake system 32.
  • Brake system 32 outputs to VCIB 40, the rotation speed of each wheel as one of pieces of information included in the vehicle statuses.
  • Brake system 32 generates a braking command to a braking apparatus in accordance with a prescribed control request outputted from ADS 11 through VCIB 40 and integrated control manager 31.
  • Brake system 32 controls the braking apparatus based on the generated braking command.
  • Integrated control manager 31 can calculate a speed of vehicle 1 (vehicle speed) based on the rotation speed of each wheel.
  • Steering system 33 is configured to control a steering angle of a steering wheel of vehicle 1 with a steering apparatus.
  • the steering apparatus includes, for example, rack-and-pinion electric power steering (EPS) that allows adjustment of a steering angle by an actuator.
  • EPS rack-and-pinion electric power steering
  • Pinion angle sensor 53 is connected to steering system 33.
  • Pinion angle sensor 53 detects an angle of rotation of a pinion gear (a pinion angle) coupled to a rotation shaft of the actuator and outputs the detected pinion angle to steering system 33.
  • Steering system 33 outputs to VCIB 40, the pinion angle as one of pieces of information included in the vehicle statuses.
  • Steering system 33 generates a steering command to the steering apparatus in accordance with a prescribed control request outputted from ADS 11 through VCIB 40 and integrated control manager 31.
  • Steering system 33 controls the steering apparatus based on the generated steering command.
  • Powertrain system 34 controls an electric parking brake (EPB) system 341 provided in at least one of a plurality of wheels, a parking lock (P-Lock) system 342 provided in a transmission of vehicle 1, and a propulsion system 343 including a shift apparatus (not shown) configured to allow selection of a shift range.
  • ELB electric parking brake
  • P-Lock parking lock
  • propulsion system 343 including a shift apparatus (not shown) configured to allow selection of a shift range.
  • Active safety system 35 detects an obstacle (a pedestrian, a bicycle, a parked vehicle, a utility pole, or the like) in front or in the rear with the use of camera 54 and radar sensors 55 and 56. Active safety system 35 determines whether or not vehicle 1 may collide with the obstacle based on a distance between vehicle 1 and the obstacle and a direction of movement of vehicle 1. When active safety system 35 determines that there is possibility of collision, it outputs a braking command to brake system 32 through integrated control manager 31 so as to increase braking force.
  • an obstacle a pedestrian, a bicycle, a parked vehicle, a utility pole, or the like
  • Body system 36 is configured to control, for example, components such as a direction indicator, a horn, and a wiper (none of which is shown), depending on a state of travel or an environment around vehicle 1.
  • Body system 36 controls each component in accordance with a prescribed control request outputted from ADS 11 through VCIB 40 and integrated control manager 31.
  • VCIB 40 is configured to communicate with ADS 11 over a controller area network (CAN). VCIB 40 receives various control requests from ADS 11 or outputs a vehicle status to ADS 11 by executing a prescribed API defined for each signal. When VCIB 40 receives the control request from ADK 10, it outputs a control command corresponding to the control request to a system corresponding to the control command through integrated control manager 31. VCIB 40 obtains various types of information on base vehicle 30 from various systems through integrated control manager 31 and outputs the status of base vehicle 30 as the vehicle status to ADS 11.
  • CAN controller area network
  • Vehicle 1 may be used as one of constituent elements of a mobility as a service (MaaS) system.
  • the MaaS system includes, for example, a data server and a mobility service platform (MSPF) (neither of which is shown), in addition to vehicle 1.
  • MSPF mobility service platform
  • the MSPF is an integrated platform to which various mobility services are connected. Autonomous driving related mobility services are connected to the MSPF. In addition to the autonomous driving related mobility services, mobility services provided by a ride-share company, a car-sharing company, a rent-a-car company, a taxi company, and an insurance company may be connected to the MSPF.
  • Vehicle 1 further includes a data communication module (DCM) (not shown) capable of wirelessly communicating with a data server.
  • the DCM outputs vehicle information such as a speed, a position, or an autonomous driving state to the data server.
  • the DCM receives from the autonomous driving related mobility services through the MSPF and the data server, various types of data for management of travel of an autonomous driving vehicle including vehicle 1 in the mobility services.
  • the MSPF publishes APIs for using various types of data on vehicle statuses and vehicle control necessary for development of ADS 11.
  • Various mobility services can use various functions provided by the MSPF depending on service contents, by using the APIs published on the MSPF.
  • the autonomous driving related mobility services can obtain operation control data of vehicle 1 or information stored in the data server from the MSPF by using the APIs published on the MSPF.
  • the autonomous driving related mobility services can transmit data for managing an autonomous driving vehicle including vehicle 1 to the MSPF by using the API.
  • FIG. 2 is a diagram showing in further detail, a configuration of ADS 11, VCIB 40, and VP 20.
  • ADS 11 includes a compute assembly 111, a human machine interface (HMI) 112, sensors for perception 113, sensors for pose 114, and a sensor cleaning 115.
  • HMI human machine interface
  • compute assembly 111 During autonomous driving of vehicle 1, compute assembly 111 obtains information indicating an environment around vehicle 1 and information indicating a pose, a behavior, and a position of vehicle 1 from various sensors (which will be described later), and obtains a vehicle status from VP 20 through VCIB 40 and sets a next operation (acceleration, deceleration, or turning) of vehicle 1.
  • Compute assembly 111 outputs various commands for realizing a next operation to VCIB 40.
  • Compute assembly 111 includes communication modules 111A and 111B. Communication modules 111A and 111B are each configured to communicate with VCIB 40.
  • HMI 112 presents information to a user and accepts an operation by the user during autonomous driving, during driving requiring an operation by the user, or at the time of transition between autonomous driving and driving requiring an operation by the user.
  • HMI 112 is constructed to be connected to an input and output apparatus (not shown) such as a touch panel display provided in base vehicle 30.
  • Sensors for perception 113 are sensors that perceive an environment around vehicle 1.
  • Sensors for perception 113 include, for example, at least one of laser imaging detection and ranging (LIDAR), a millimeter-wave radar, and a camera (none of which is shown).
  • LIDAR laser imaging detection and ranging
  • the millimeter-wave radar measures a distance and a direction to an object by emitting millimeter waves and detecting millimeter waves reflected by the object.
  • the camera is arranged, for example, on a rear side of a room mirror and shoots an image of the front of vehicle 1.
  • Sensors for pose 114 are sensors that detect a pose, a behavior, or a position of vehicle 1.
  • Sensors for pose 114 include, for example, an inertial measurement unit (IMU) and a global positioning system (GPS) (neither of which is shown).
  • the IMU detects, for example, an acceleration in a front-rear direction, a lateral direction, and a vertical direction of vehicle 1 and an angular speed in a roll direction, a pitch direction, and a yaw direction of vehicle 1.
  • the GPS detects a position of vehicle 1 based on information received from a plurality of GPS satellites that orbit the Earth.
  • Sensor cleaning 115 is configured to remove with a cleaning solution or a wiper, soiling attached to various sensors (a lens of the camera or a portion from which laser beams are emitted) during traveling of vehicle 1.
  • VCIB 40 includes a VCIB 41 and a VCIB 42.
  • Each of VCIBs 41 and 42 includes a processor such as a central processing unit (CPU) and a memory such as a read only memory (ROM) and a random access memory (RAM), although none of them is shown.
  • a program executable by the processor is stored in the memory.
  • VCIB 41 and communication module 111A are communicatively connected to each other.
  • VCIB 42 and communication module 111B are communicatively connected to each other.
  • VCIB 41 and VCIB 42 are communicatively connected to each other.
  • VCIBs 41 and 42 each relay control requests and vehicle information between ADS 11 and VP 20. More specifically, VCIB 41 generates a control command from a control request from ADS 11 with the use of an API.
  • a control command includes a propulsion direction command requesting switching of the shift range, an immobilization command requesting activation/deactivation of EPB system 341 and P-Lock system 342, an acceleration command requesting acceleration or deceleration of vehicle 1, a wheel steer angle command requesting a wheel steer angle of a steering wheel, and an autonomization command requesting switching between an autonomous mode and a manual mode. Then, VCIB 41 outputs the generated control command to a corresponding system of a plurality of systems included in VP 20.
  • VCIB 41 generates information indicating a vehicle status from the vehicle information from each system of VP 20 with the use of the API.
  • the information indicating the vehicle status may be information identical to the vehicle information or may be information extracted from the vehicle information to be used for processing performed by ADS 11.
  • VCIB 41 provides the generated information indicating the vehicle status to ADS 11. This is also applicable to VCIB 42.
  • Brake system 32 includes brake systems 321 and 322.
  • Steering system 33 includes steering systems 331 and 332.
  • Powertrain system 34 includes EPB system 341, P-Lock system 342, and propulsion system 343.
  • VCIB 41 and VCIB 42 are basically equivalent in function to each other, they are partially different in systems connected to the VCIBs that are included in VP 20. Specifically, VCIB 41, brake system 321, steering system 331, EPB system 341, P-Lock system 342, propulsion system 343, and body system 36 are communicatively connected to one another through a communication bus. VCIB 42, brake system 322, steering system 332, and P-Lock system 342 are communicatively connected to one another through a communication bus.
  • VCIBs 41 and 42 equivalent in function relating to an operation of at least one of (for example, braking or steering) systems are thus included in VCIB 40, control systems between ADS 11 and VP 20 are redundant. Thus, when some kind of failure occurs in the system, the function of VP 20 can be maintained by switching between the control systems as appropriate or disconnection of a control system where failure has occurred.
  • Brake systems 321 and 322 are each configured to control a braking apparatus.
  • Brake system 321 generates a braking command to the braking apparatus in accordance with a control request outputted from ADS 11 through VCIB 41.
  • Brake system 322 generates a braking command to the braking apparatus in accordance with a control request outputted from ADS 11 through VCIB 42.
  • Brake system 321 and brake system 322 may be equivalent in function to each other.
  • one of brake systems 321 and 322 may be configured to independently control braking force of each wheel and the other thereof may be configured to control braking force such that equal braking force is generated in the wheels.
  • brake systems 321 and 322 may control the braking apparatus based on a braking command generated by any one of them, and when a failure occurs in that brake system, they may control the braking apparatus based on a braking command generated by the other of them.
  • Steering systems 331 and 332 are each configured to control a steering angle of a steering wheel of vehicle 1 with a steering apparatus.
  • Steering system 331 generates a steering command to the steering apparatus in accordance with a control request outputted from ADS 11 through VCIB 41.
  • Steering system 332 generates a steering command to the steering apparatus in accordance with a control request outputted from ADS 11 through VCIB 42.
  • Steering system 331 and steering system 332 may be equivalent in function to each other.
  • steering systems 331 and 332 may control the steering apparatus based on the steering command generated by any one of them, and when a failure occurs in that steering system, they may control the steering apparatus based on a steering command generated by the other of them.
  • EPB system 341 controls the EPB in accordance with a control request outputted from ADS 11 through VCIB 41.
  • the EPB is provided separately from the braking apparatus (a disc brake system or the like), and fixes a wheel by an operation of an actuator.
  • the EPB for example, activates with an actuator, a drum brake for a parking brake provided in at least one of a plurality of wheels to fix the wheel, or activates a braking apparatus to fix a wheel with an actuator capable of regulating a hydraulic pressure to be supplied to the braking apparatus separately from brake systems 321 and 322.
  • EPB system 341 performs a brakeholding function, and may be configured to switch between activation and release of brakehold.
  • P-Lock system 342 controls a P-Lock apparatus in accordance with a control request outputted from ADS 11 through VCIB 41.
  • P-Lock system 342 activates the P-Lock apparatus, and when the control request includes a control request to set the shift range to a shift range other than the P range, it deactivates the P-Lock apparatus.
  • the P-Lock apparatus fits a protrusion provided at a tip end of a parking lock pawl, a position of which is adjusted by an actuator, into a tooth of a gear (locking gear) provided as being coupled to a rotational element in the transmission of vehicle 1. Rotation of an output shaft of the transmission is thus fixed and the wheel is fixed.
  • Propulsion system 343 switches the shift range of the shift apparatus and controls driving force from a drive source (a motor generator and an engine) in accordance with a control request outputted from ADS 11 through VCIB 41.
  • the shift ranges include, for example, a neutral range (N range), a forward travel range (D range), and a rearward travel range (R range) in addition to the P range.
  • Active safety system 35 is communicatively connected to brake system 321. As described previously, active safety system 35 detects an obstacle in front by using camera 54 and/or radar sensor 55, and when it determines that there is possibility of collision, it outputs a braking command to brake system 321 so as to increase braking force.
  • Body system 36 controls components such as a direction indicator, a horn, or a wiper in accordance with a control request outputted from ADS 11 through VCIB 41.
  • ADS 11 when an autonomous mode which will be described later is selected by a request from ADK 10 in vehicle 1, autonomous driving is carried out.
  • ADS 11 initially creates a driving plan as described previously. Examples of the driving plan include a plan to continue straight travel, a plan to turn left/right at a prescribed intersection on a predetermined travel path, and a plan to change a travel lane.
  • ADS 11 calculates a controllable physical quantity (an acceleration, a deceleration, and a wheel steer angle) necessary for operations of vehicle 1 in accordance with the created driving plan.
  • ADS 11 splits the physical quantity for each execution cycle time of the API.
  • ADS 11 outputs a control request representing the split physical quantity to VCIB 40 by means of the API.
  • ADS 11 obtains a vehicle status (an actual direction of movement of vehicle 1 and a state of fixation of the vehicle) from VP 20 and creates again the driving plan on which the obtained vehicle status is reflected.
  • ADS 11 thus allows autonomous driving of vehicle 1.
  • Fig. 3 shows a state machine that shows transition of a vehicle mode.
  • vehicle 1 includes a manual mode and an autonomous mode as the vehicle modes.
  • the manual mode refers to a mode as in a vehicle that does not provide for autonomous driving, that is, a mode in which VP 20 is under the control by a driver.
  • ADK 10 is basically unable to control VP 20 except for addressing some requests.
  • the autonomous mode refers to a mode in which VP 20 is under the control by ADK 10 and vehicle 1 can autonomously travel.
  • ADK 10 is able to communicate with VP 20.
  • VP 20 is under the control by ADK 10 as a result of issuance of "Request for Autonomy" as a vehicle mode request (which will be described later) from ADK 10.
  • a power mode status is set to a "wake mode (Wake)” or a “drive mode (Drive)”.
  • a vehicle mode state is set to the "manual mode.”
  • the power mode status is set to the "drive mode.”
  • the vehicle mode state is set to the "autonomous mode.”
  • Fig. 4 is a diagram showing a direction of transmission of various signals or commands (requests) relating to transition between modes.
  • VCIB 40 receives a power mode request (power mode command) and a vehicle mode request (vehicle mode command) from ADK 10 (ADS 11).
  • VCIB 40 provides a power mode status signal, a vehicle mode state signal, and a readiness-for-autonomization signal (Readiness for autonomization) to ADK 10.
  • the power mode request is a request for controlling the power mode of VP 20.
  • the power mode status signal is a signal indicating a current status of the power mode of VP 20.
  • Fig. 5 is a diagram for illustrating a power mode request.
  • ADS 11 transmits the power mode request to VCIB 40 in accordance with a prescribed API so as to be able to control the power mode of VP 20.
  • VP 20 includes three power modes of a sleep mode (Sleep), the wake mode (Wake), and the drive mode (Drive) as the power modes.
  • Sleep sleep mode
  • Wake wake mode
  • Drive drive mode
  • the sleep mode refers to a state in which a power supply of VP 20 is off (vehicle power is in an off condition). In the sleep mode, power is not fed from a vehicle-mounted main battery (not shown) to each system, and VCIB 40 (VCIBs 41 and 42) and each system (ECU) of base vehicle 30 have not been turned on.
  • the wake mode refers to a state that VCIB 40 is awake by power feed from a vehicle-mounted auxiliary battery (not shown). In the wake mode, power is not fed from the main battery, and ECUs other than VCIB 40 are not awake except for some body electrical ECUs (for example, a verification ECU for verifying a smart key or a body ECU that controls locking/unlocking of a door) in body system 36.
  • body electrical ECUs for example, a verification ECU for verifying a smart key or a body ECU that controls locking/unlocking of a door
  • the drive mode refers to a state in which the power supply of VP 20 is on (the vehicle power is in an on condition). In the drive mode, power is fed from the main battery so that VCIB 40 and each system of base vehicle 30 are turned on and VP 20 is able to travel.
  • the power mode request can take any of values 0 to 6 as an argument.
  • the value 0 is set when no request for the power mode of VP 20 is issued from ADS 11.
  • VCIB 40 receives the power mode request in which the value 0 has been set, VP 20 maintains the power mode at that time.
  • a value 1 is set when a request for the sleep mode (Sleep) is issued from ADS 11.
  • the power mode request in which the value 1 has been set requests turn-off of VP 20.
  • VCIB 40 receives the power mode request in which the value 1 has been set, the power mode of VP 20 makes transition to the sleep mode and VP 20 is set to a power off state.
  • a value 2 is set when the wake mode (Wake) is requested from ADS 11.
  • the power mode request in which the value 2 has been set requests turn-on of VCIB 40.
  • VCIB 40 receives the power mode request in which the value 2 has been set, the power mode of VP 20 makes transition to the wake mode and VCIB 40 is turned on by receiving power feed from the auxiliary battery.
  • Values 3 to 5 are reserved for future expansion. The values 3 to 5 are not used in the present embodiment.
  • the value 6 is set when the drive mode (Drive) is requested from ADS 11.
  • the power mode request in which the value 6 has been set requests turn-on of VP 20.
  • VCIB 40 receives the power mode request in which the value 6 has been set, the power mode of VP 20 makes transition to the drive mode and VP 20 is set to a power on state.
  • Fig. 6 is a diagram for illustrating a power mode status signal.
  • ADS 11 is notified of a status of the power mode of VP 20 by transmission of a signal indicating a status of the power mode from VCIB 40 to ADS 11 in accordance with a prescribed API.
  • a power mode status signal transmitted to ADS 11 can take any of values 0 to 7 as an argument.
  • the values 0 and 3 to 5 are not used at the current time point and reserved.
  • the value 1 is set when the power mode is set to the sleep mode (Sleep).
  • the value 2 is set when the power mode is set to the wake mode (Wake).
  • the value 6 is set when the power mode is set to the drive mode (Drive).
  • the value 7 is set when some unhealthy situation would occur in the power supply of VP 20.
  • Fig. 7 is a diagram for illustrating a vehicle mode request.
  • ADS 11 transmits the vehicle mode request to VCIB 40 in accordance with a prescribed API to be able to control the vehicle mode of VP 20.
  • VP 20 includes two vehicle modes of the manual mode and the autonomous mode as the vehicle modes.
  • the vehicle mode request can take any of values 0 to 2 as an argument.
  • the value 0 is set when no request for the vehicle mode of VP 20 is issued from ADS 11.
  • VCIB 40 receives the vehicle mode request in which the value 0 has been set, the vehicle mode at that time is maintained.
  • the value 1 is set when ADS 11 requests the autonomous mode (Request for Autonomy).
  • the vehicle mode request (Request for Autonomy) in which the value 1 has been set requests transfer of the vehicle mode from the manual mode to the autonomous mode.
  • the value 2 is set when ADS 11 requests the manual mode (Deactivation Request).
  • the vehicle mode request (Deactivation Request) in which the value 2 has been set requests transfer of the vehicle mode from the autonomous mode to the manual mode.
  • Fig. 8 is a diagram for illustrating a vehicle mode state signal.
  • ADS 11 is notified of a state of the vehicle mode of VP 20 by transmission of a signal indicating a state of the vehicle mode from VCIB 40 to ADS 11 in accordance with a prescribed API.
  • the vehicle mode state signal can take any of values 0 and 1 as an argument.
  • the value 0 is set when the vehicle mode is set to the manual mode.
  • the value 1 is set when the vehicle mode is set to the autonomous mode.
  • the vehicle mode starts from the manual mode. In other words, the initial state of the vehicle mode is set to the "manual mode.”
  • Fig. 9 is a diagram for illustrating a readiness-for-autonomization signal.
  • ADS 11 is notified of whether or not transfer of VP 20 to the autonomous mode can be made by transmission of a signal indicating a status of readiness for autonomization of VP 20 from VCIB 40 to ADS 11 in accordance with a prescribed API.
  • the readiness-for-autonomization signal can take any of values 0 to 2 as an argument.
  • the value 0 is set when VP 20 is not ready for the autonomous mode (Not Ready for Autonomous Mode).
  • the value 1 is set when VP 20 is ready for the autonomous mode (Ready for Autonomous Mode).
  • the value 2 is set when the status has not yet been determined.
  • the value 2 means an invalid value (Invalid).
  • Transition a represents transition from the manual mode to the autonomous mode.
  • the vehicle mode makes transition from the manual mode to the autonomous mode.
  • the first condition includes conditions (1) to (4) below. The first condition is satisfied when all of the conditions (1) to (4) below are satisfied. The first condition is not satisfied when at least one of the conditions (1) to (4) below is not satisfied:
  • Transition b represents transition from the autonomous mode to the manual mode.
  • the vehicle mode request indicates "Deactivation Request" is satisfied in the autonomous mode
  • the vehicle mode makes transition from the autonomous mode to the manual mode.
  • Fig. 10 is a flowchart showing a procedure of processing relating to transition of the vehicle mode.
  • the flowchart in Fig. 10 is started by VCIB 40 when the power mode is set to the wake mode or the drive mode from the sleep mode. In other words, the flowchart in Fig. 10 is started with turn-on of VCIB 40.
  • VCIB 40 sets the vehicle mode to the manual mode. In other words, the initial state of the vehicle mode is set to the "manual mode.”
  • VCIB 40 determines whether or not transfer of the power mode to the sleep mode has been requested. When VCIB 40 determines that transfer of the power mode to the sleep mode has not been requested (NO in S2), the process proceeds to S3. When VCIB 40 determines that transfer of the power mode to the sleep mode has been requested (YES in S2), a series of processing ends.
  • VCIB 40 determines whether or not the first condition has been satisfied. Specifically, VCIB 40 determines whether or not the conditions (1) to (4) described above included in the first condition have been satisfied. When VCIB 40 determines that the first condition has not been satisfied (NO in S3), the process returns to S1 and the vehicle mode is maintained in the manual mode. When VCIB 40 determines that the first condition has been satisfied (YES in S3), the process proceeds to S4.
  • VCIB 40 has the vehicle mode make transition (transfer) from the manual mode to the autonomous mode.
  • VCIB 40 determines whether or not transfer of the power mode to the sleep mode has been requested. When VCIB 40 determines that transfer of the power mode to the sleep mode has not been requested (NO in S5), the process proceeds to S6. When VCIB 40 determines that transfer of the power mode to the sleep mode has been requested (YES in S5), the series of processing ends.
  • VCIB 40 determines whether or not the second condition has been satisfied. When VCIB 40 determines that the second condition has not been satisfied (NO in S6), the process returns to S4 and the vehicle mode is maintained in the autonomous mode. When VCIB 40 determines that the second condition has been satisfied (YES in S6), the process returns to S1 and the vehicle mode makes transition (transfer) from the autonomous mode to the manual mode.
  • VCIB 40 has the vehicle mode make transition (transfer) from the manual mode to the autonomous mode.
  • the above condition (first condition) having been satisfied can ensure that VP 20 can provide for the autonomous mode. Therefore, while VP 20 can provide for the autonomous mode, the vehicle mode is transferred from the manual mode to the autonomous mode. Therefore, transfer of the vehicle mode from the manual mode to the autonomous mode can appropriately be made.
  • VCIB 40 has the vehicle mode make transition (transfer) from the autonomous mode to the manual mode. Simplification of the condition for transfer of the vehicle mode from the autonomous mode to the manual mode can lower difficulty in mount of ADS 11.
  • a typical workflow of APIs is as follows ( Fig. 13 ). The following example assumes CAN for physical communication.
  • High Dynamics Command should be set to "High".
  • the limitation is calculated from the "vehicle speed - steering angle rate" map as shown in following Table 5 and Fig. 14 .
  • This signal shows whether the accelerator pedal is depressed by a driver (intervention).
  • This signal shows whether the brake pedal is depressed by a driver (intervention).
  • This signal shows whether the steering wheel is operated by a driver (intervention).
  • This signal shows whether the shift lever is controlled by a driver (intervention)
  • This wheel speed sensor outputs 96 pulses with a single rotation.
  • This signal shows whether a vehicle can change to Autonomous Mode or not
  • This signal is used to show whether VP functions have some failures mode when a vehicle works as Autonomous Mode.
  • Pattern 1 ON-time: 250 ms OFF-time: 750 ms 2 Pattern 2 ON-time: 500 ms OFF-time: 500 ms 3 Pattern 3 Reserved 4 Pattern 4 Reserved 5 Pattern 5 Reserved 6 Pattern 6 Reserved 7 Pattern 7 Reserved
  • the Horn status is "1" even if there are OFF periods in some patterns.
  • Vehicle power off condition In this mode, the main battery does not supply power to each system, and neither VCIB nor other VP ECUs are activated.
  • VCIB is awake by the auxiliary battery. In this mode, ECUs other than VCIB are not awake except for some of the body electrical ECUs.
  • the main battery supplies power to the whole VP and all the VP ECUs including VCIB are awake.
  • Transmission interval is 100 ms within fuel cutoff motion delay allowance time (1 s) so that data can be transmitted more than 5 times.
  • N/A Device Authentication Seed the 2nd word This is the 16th byte from the 9th byte of the Seed value.
  • N/A Trip Counter This counter is incremented in units of trips by the Freshness Value management master ECU.
  • N/A Reset Counter This counter is incremented periodically by the Freshness Value management master ECU.
  • the 1st word is presented in from 1st to 8th bytes of the signature.
  • the 2nd word is presented in from 9th to 16th bytes of the signature.
  • the 3rd word is presented in from 17th to 24th bytes of the signature.
  • the 4th word is presented in from 25th to 32nd bytes of the signature.
  • the 1st word is presented in from 1st to 8th bytes of the seed.
  • the 2nd word is presented in from 9th to 16th bytes of the seed.
  • This counter is incremented in a unit of trips by the Freshness Value management master ECU.
  • This counter is incremented periodically by the Freshness Value management master ECU.
  • This section shows in detail the way of using APIs for Toyota vehicles.
  • Input and output APIs for vehicle motion control are shown in Table 14 and Table 15, respectively.
  • Usage guides of some APIs are presented in the following sections as indicated in each table.
  • Fig. 16 shows shift change sequences in detail.
  • Deceleration has to be requested by Acceleration Command until completing shift change.
  • acceleration/deceleration can be chosen based on Acceleration Command.
  • Vehicle mode state Autonomous Mode
  • driver's shift lever operation is not accepted.
  • Fig. 17 shows how to activate/deactivate immobilization function.
  • Deceleration is requested with Acceleration Command to make a vehicle stop.
  • Acceleration Command is set to Deceleration until Immobilization Status is set to "Applied”.
  • the vehicle After Immobilization function is deactivated, the vehicle can be accelerated/decelerated based on Acceleration Command.
  • Standstill Command In case where Standstill Command is set as "Applied", brakehold function can be ready to be used and brakehold function is activated in a condition where a vehicle stops and Acceleration Command is set as Deceleration ( ⁇ 0). And then Standstill Status is changed to "Applied". On the other hand, in case where Standstill Command is set as "Released”, brakehold function is deactivated.
  • Fig. 18 shows standstill sequences.
  • Acceleration Command is set as Acceleration (>0). Then brake hold function is released and the vehicle is accelerated.
  • ADK Acceleration Command input from ADK
  • Deceleration value in the vehicle is the sum of 1) one calculated from the brake pedal stroke and 2) one requested from ADK.
  • Front Wheel Steer Angle Command is set as a relative value from Front wheel steer angle.
  • a maximum value is selected either from 1) one calculated from steering wheel operation by the driver or 2) one requested by ADK.
  • Front Wheel Steer Angle Command is not accepted if the driver strongly operates the steering wheel. This situation can be found by Intervention of steering wheel flag.
  • the state machine of mode transition for Autono-MaaS vehicle is shown in Fig. 19 .
  • Input and output APIs for Security are shown in Table 22 and Table 23, respectively.
  • Usage guides of some APIs are presented in the following sections as indicated in each table.
  • N/A - Device Authentication Seed the 2nd word This is the 16th byte from the 9th byte of the Seed value.
  • N/A - Trip Counter This counter is incremented in units of trips by the Freshness Value management master ECU.
  • N/A - Reset Counter This counter is incremented periodically by the Freshness Value management master ECU.
  • the VCIB can start to communicate with ADK.
  • Authentication process is as shown in Fig. 20 Authentication Process.
  • Item Specification Note Encryption algorithms AES FIPS 197 Key length 128 bit - Block cipher modes of operation CBC SP 800-38A Hash algorithms SHA-256 FIPS 180-4 Seed length 128 bit - Signature length 256 bit -

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
EP22197635.0A 2021-09-28 2022-09-26 Plateforme de véhicule, système de conduite autonome et boîtier d'interface de commande de véhicule Pending EP4212401A1 (fr)

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JP2018132015A (ja) 2017-02-16 2018-08-23 株式会社デンソー 自動運転制御装置
US20210245785A1 (en) * 2020-01-31 2021-08-12 Toyota Jidosha Kabushiki Kaisha Vehicle
KR20210115128A (ko) * 2020-03-12 2021-09-27 현대자동차주식회사 공장 내 차량 무인주행 시스템 및 그 방법
JP2021158039A (ja) 2020-03-27 2021-10-07 三井化学株式会社 リチウムイオン二次電池

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JP2018132015A (ja) 2017-02-16 2018-08-23 株式会社デンソー 自動運転制御装置
US20210245785A1 (en) * 2020-01-31 2021-08-12 Toyota Jidosha Kabushiki Kaisha Vehicle
KR20210115128A (ko) * 2020-03-12 2021-09-27 현대자동차주식회사 공장 내 차량 무인주행 시스템 및 그 방법
JP2021158039A (ja) 2020-03-27 2021-10-07 三井化学株式会社 リチウムイオン二次電池

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